Redundant data communication system for confirming a fuel event and method therefor

ABSTRACT

An inventory of a consumable is managed by positioning a sensor within a storage tank holding the consumable and determining the volume of the consumable in the storage tank. A processor is also located on the vehicle for receiving data relative to the volume of the consumable in the storage tank, the mileage of the vehicle, and vehicle location, date, and time, and for transmitting such data to a remote inventory management server (“RIMS”). The RIMS also receives point-of-sale (“POS”) data, including location, date/time, purchase amount, and purchase price related to a consumable intake event at the storage tank of the vehicle. The RIMS then reconciles the data received from the vehicle processor with the POS data to determine whether there are any discrepancies between the fuel purchased and the volume of fuel measured.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.61/897,426, filed Oct. 30, 2013, which application is herebyincorporated herein by reference, in its entirety.

TECHNICAL FIELD OF THE INVENTION

This invention relates, in general, to fuel purchases and fuelconsumption and, more particularly, to systems and methods for managinginventory of a consumable, such as gasoline or diesel fuel, used, forexample, in a commercial transportation vehicle fleet.

BACKGROUND OF THE INVENTION

It is not uncommon for commercial vehicle operators to use companycharge cards for purchasing fuel in large quantities. Unscrupulousvehicle operators have been known to make fuel charges for fuel whichwas not added to the fuel tank of the approved vehicle, but insteadadded to the fuel tank of an accomplice vehicle operator's vehicle forwhich the accomplice may give the unscrupulous vehicle owner a monetarykickback. Other schemes derived by unscrupulous vehicle operatorsinclude collusion with service station operators to overcharge companycharge cards in exchange for a monetary kickback and siphoning fuel fromthe fuel tank.

In light of the foregoing, an ongoing need exists for systems andmethods which ensure that consumables, such as fuel, purchased oncompany charge cards is appropriately used for approved commercialvehicles. It would also be desirable that such systems and methods wouldmitigate or eliminate unscrupulous vehicle operators from stealing fuelor overcharging company charge cards. Still further, it would bedesirable that such systems and methods would optimize the fuelconsumption cycle, including purchase, verification, and performance,for not only a single vehicle, but for a fleet of commercial vehicles.

SUMMARY OF THE INVENTION

The present invention accordingly provides a system for managing aninventory of a consumable used in a vehicle, such as a vehicle in acommercial vehicle fleet. A sensor is located within a storage tank ofthe vehicle, which sensor is configured to measure the volume of theconsumable in the storage tank. An electronic processor is also locatedon the vehicle and is configured to receive data indicative of thevolume of the consumable in the storage tank, data indicative of mileageof the vehicle, and data indicative of vehicle location and date/time,and transmit such data over a network to a remote inventory managementserver (“RIMS”).

The RIMS also receives from a bank server point-of-sale (“POS”) datasuch as location, date/time, and purchase price of a consumable pumpedinto a storage tank of the vehicle. The RIMS reconciles the datareceived from vehicle with the POS data, and determines whether thereare any discrepancies between the fuel purchased and the volume of fuelmeasured. These and other aspects of the invention will be apparent fromand elucidated with reference to the embodiments described hereinafter.

The foregoing has outlined rather broadly the features and technicaladvantages of the present invention in order that the detaileddescription of the invention that follows may be better understood.Additional features and advantages of the invention will be describedhereinafter which form the subject of the claims of the invention. Itshould be appreciated by those skilled in the art that the conceptionand the specific embodiment disclosed may be readily utilized as a basisfor modifying or designing other structures for carrying out the samepurposes of the present invention. It should also be realized by thoseskilled in the art that such equivalent constructions do not depart fromthe spirit and scope of the invention as set forth in the appendedclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the features and advantages of thepresent invention, reference is now made to the detailed description ofthe invention along with the accompanying figures in which correspondingnumerals in the different figures refer to corresponding parts and inwhich:

FIG. 1 is a schematic block diagram exemplifying one embodiment of asystem for managing inventory of a consumable in a commercial vehiclefleet, according to the teachings presented herein;

FIG. 2 is a schematic block diagram exemplifying a remote inventorymanagement server depicted in FIG. 1;

FIG. 3 exemplifies a tractor depicted in FIG. 1;

FIG. 4 is a schematic block diagram exemplifying an onboard managementsubassembly utilized on the tractor of FIG. 3;

FIG. 5 is a flow chart exemplifying steps in a process for managinginventory of a consumable, according to the teachings presented herein;

FIG. 6 is a graphical block diagram depicting one embodiment ofoperational modules, which form a portion of the system for managinginventory of a consumable exemplified in FIG. 1;

FIG. 7 is a screenshot exemplifying details of a Dashboard reportdepicted by FIG. 6;

FIG. 8 is a screenshot diagram exemplifying details of an event depictedin the screenshot of FIG. 7;

FIG. 9 is a screenshot exemplifying details of a User AccessConfiguration form depicted in FIG. 6;

FIG. 10 is a screenshot exemplifying details of a Fuel PurchaseReconciliation Report depicted in FIG. 6;

FIG. 11 is a screenshot exemplifying details of a Real Time FuelInventory report depicted in FIG. 6;

FIG. 12 is a screenshot exemplifying details of a Fuel Loss Eventsreport depicted in FIG. 6;

FIG. 13 is a screenshot exemplifying details of a Daily Fuel Logs reportdepicted in FIG. 6;

FIG. 14 is a screenshot exemplifying details of a Fuel Purchase Logsreport depicted in FIG. 6;

FIGS. 15A and 15B is a screenshot exemplifying details of a Fuel ProbeConfiguration form depicted in FIG. 6;

FIGS. 16A and 16B is a screenshot exemplifying details of a FuelPurchase Report Configuration form depicted in FIG. 6;

FIGS. 17A and 17B is a screenshot exemplifying details of a ReportConfiguration form depicted in FIG. 6;

FIGS. 18A and 18B is a screenshot exemplifying details of an AlertsConfiguration form depicted in FIG. 6;

FIG. 19 is a screenshot exemplifying details of a product configurationform depicted in FIG. 6;

FIG. 20 is a screenshot exemplifying details of a Firmware Updates formdepicted in FIG. 6;

FIG. 21 is a graphical schematic diagram exemplifying one embodiment offuel optimization application of the system for managing inventory of aconsumable;

FIG. 22 exemplifies a single fuel volume sensor configured for insertioninto a fuel tank of the tractor of FIG. 3;

FIG. 23 is a schematic block diagram of the fuel volume sensor of FIG.22;

FIG. 24 is a cross-section of a tube taken along line 24-24 of FIG. 22;

FIG. 25 exemplifies a dual fuel volume sensor configured for insertioninto a fuel tank of the tractor of FIG. 3;

FIG. 26 illustrates the dual fuel volume sensor of FIG. 25 inserted in afuel tank of the tractor of FIG. 3; and

FIGS. 27 and 28 exemplify a mechanism that may optionally be employed tostabilize the dual fuel volume sensor of FIG. 25.

DETAILED DESCRIPTION OF THE INVENTION

Refer now to the drawings wherein depicted elements are, for the sake ofclarity, not necessarily shown to scale and wherein like or similarelements are designated by the same reference numeral through theseveral views. In the interest of conciseness, well-known elements maybe illustrated in schematic or block diagram form in order not toobscure the present invention in unnecessary detail, and detailsconcerning various other components known to the art, such as computers,workstations, data processors, databases, pressure and temperaturesensors, data communication networks, radio communications, and the likenecessary for the operation of many electrical devices and systems, havenot been shown or discussed in detail inasmuch as such details are notconsidered necessary to obtain a complete understanding of the presentinvention, and are considered to be within the skills of persons ofordinary skill in the relevant art. Additionally, as used herein, theterm “substantially” is to be construed as a term of approximation.

It is noted that, unless indicated otherwise, computational andcommunication functions described herein may be performed by a processorsuch as a microprocessor, a controller, a microcontroller, anapplication-specific integrated circuit (ASIC), an electronic dataprocessor, a computer, or the like, in accordance with code, such asprogram code, software, integrated circuits, and/or the like that arecoded to perform such functions. Furthermore, it is considered that thedesign, development, and implementation details of all such code wouldbe apparent to a person having ordinary skill in the art based upon areview of the present description of the invention.

Referring to FIG. 1, there is depicted a system for managing inventoryof a consumable, which is schematically illustrated and designated bythe reference numeral 10. The system 10 includes a remote inventorymanagement server (“RIMS”) 16. As shown in FIG. 2, RIMS 16 includes aprocessor 202 and memory 204 interconnected via a bus 210. Memory 204 iseffective for storing a database and computer program code executable byprocessor 202 for performing functions in accordance with principles ofthe invention, preferably as a web application, discussed in furtherdetail below. RIMS 16 further includes capacity for a number of inputsand outputs (“I/O”) 206, also discussed below.

Returning to FIG. 1, the system 10 further includes at least one fuelingstation point of sale (“POS”) 20. POS 20 is configured for supplying aconsumable, referred to herein as “fuel”, to at least one vehicle, suchas a tractor 24 pulling a trailer 26, or any of a number of other typesof vehicles, such as trucks (e.g., large-transport-on-highway vehicles),automobiles, trains, boats, ships, airplanes, railroad locomotives,electric transport vehicles, construction vehicles, municipality fleets,vehicle-independent applications (e.g., oil & gas drilling rigs), andthe like, referred to collectively herein as a “tractor”. By way ofexample, but not limitation, fuel includes gasoline, diesel, electricalenergy, oil, urea, or other fuel or fluid, and the like. POS 20 isfurther adapted for receiving payment of fuel by way of a charge card,such as fuel cards, credit cards, and debit cards, in exchange forproviding fuel, and for generating from such sale, fuel purchase data30. Fuel purchase data 30 preferably includes an invoice number, anidentification of who and/or for which vehicle fuel was purchased, alocation, date, and time of a purchase, a quantity (e.g., number ofgallons) and cost of fuel purchased, the cost including total cost aswell as price per unit (e.g., gallon) of fuel purchased. Mileage oftractor 24 is optionally provided as well with the fuel purchase data.Fuel purchase data 30 preferably excludes any proprietary information,such as the number of a charge card that could be used to commit fraudagainst the legitimate holder of the card. POS 20 is coupled via thenetwork 28 for transmitting fuel purchase data 30 to at least oneelectronic bank server 18 adapted for handling charge cards. Bank server18 is coupled via network 28 for forwarding fuel purchase data 30 toRIMS 16 via I/O 206.

As discussed in further detail below with respect to FIG. 3, tractor 24preferably includes a fuel sensor 104 positioned in each of at least onefuel tank, and is effective for measuring characteristics of fuel,referred to herein as fuel log data 32, discussed in further detailbelow with respect to FIG. 4, and for transmitting that fuel log data toan onboard management system (“OMS”) 102, mounted on the tractor. OMS102 is coupled via network 28 for transmitting fuel log data 32 to RIMS16 via I/O 206.

At least one work station 12 is also coupled to RIMS 16 via network 28.Work station 12 preferably includes a processor and memory (not shown)configured for storing computer program code executable by the processorfor providing an interface between RIMS 16 and a user. While not shown,a “user”, as the term is used herein, includes, by way of example butnot limitation, a transportation fleet administrator or manager, or atransportation carrier or logistics provider responsible for managing afleet of tractors, such as tractor 24, to haul various goods ontrailers. Work station 12 preferably also includes conventional computerinput devices, such as a keyboard and mouse, and output devices, such asa display monitor 13.

FIG. 3 depicts in greater detail a tractor 24 equipped for functioningin accordance with principles of the invention. The tractor 24 includesan engine compartment 40 housing an engine and other components, as wellas a cabin 48 positioned behind engine compartment 40 and above avehicle chassis 50. Two storage tanks, referred to herein as fuel tanks,64 (only one of which is shown) are typically mounted to the vehiclechassis 50 anterior to cabin 48.

In one embodiment, the system 10 components associated with tractor 24include, but are not limited to, an inventory management assembly(“IMA”) 100 having an onboard management subassembly (“OMS”) 102 coupledvia a data communication link 120 to at least one sensor 104 positionedwithin each of at least one respective fuel tank 64 for detecting fuelvolume, as discussed in further detail below with respect to FIGS.21-28. In one implementation, the OMS 102 may be partially or totallyintegrated with an onboard diagnostic recorder (not shown) of tractor24.

As shown most clearly in FIG. 4, the IMA 100 and, in particular, the OMS102, includes a processor 172, a memory 174, and various inputs andoutputs (“I/O”) 176 interconnected via a bus 180. Memory 174 ispreferably flash memory, effective for storing computer program codeexecutable by processor 172. At least one sensor 104 is preferablycoupled via link 120 to I/O 176 for providing to OMS 102 data signalsindicative of fuel volume, such as pressure and temperature. Furtherinputs to OMS 102 include data indicative of mileage of the tractor 24received via line 136 from an odometer 134 located within the cabin 48or equivalent component on tractor 24. In one implementation, OMS 102I/O 176 optionally includes an accelerometer 138, such as a three-axisself-orientating accelerometer, which may provide data such as themotion, degree of incline, and event-related activity of tractor 24.Various compensational adjustments may be made to the data based on theaccelerometer readings, discussed further below with respect to FIGS.15A and 15B. In the illustrated implementation, the IMA 100 preferablyalso includes a Global Positioning System (“GPS”) 190 coupled to the OMS102 through I/O 176 for facilitating the generation of data relative tothe vehicle location and date/time. Data generated by OMS 102 may alsoinclude access to a controller area network (“CAN”), a vehicle busstandard designed to allow microcontrollers and devices to communicatewith each other within a vehicle without a host computer. In anotherembodiment, a sensor may optionally be provided to measure fuel quality,such as BTU-values or other quality characteristics that would assist indetermining the quality of the consumable. Data input, such as fuelvolume, fuel temperature, fuel quality, mileage, accelerometer data,location, tractor identification, date and time, are referred tocollectively herein as “fuel log data”. OMS 102 I/O 176 includes atransceiver 182 coupled via a line 137 to an antenna 60 (FIG. 3) mountedin the cabin 48 for transmitting fuel log data wirelessly via network 28to RIMS 16.

FIG. 5 is a flow chart of preferred steps performed by system 10 formanaging the inventory of a consumable, such as gasoline or diesel fuel,used, for example, in a commercial transportation vehicle fleet.Beginning at step 502, execution proceeds to steps 504 and 506. At step504, a driver of tractor 24 adds fuel purchased from a fueling POS 20 toat least one tank 64 of his/her tractor. At step 512, the fueling POS 20generates and transmits fuel purchase data 30 (e.g., invoice number,vendor, date and time, location, vehicle or driver identification,quantity of fuel purchased, and total and per unit cost of the fuel) tobank server 18 which, in step 514, forwards the data to RIMS 16 which,in step 516, saves the data to memory 204. Returning to step 506, the atleast one fuel sensor 104 of IMA 100 generates a data signal indicativeof the fuel pressure, density, and/or volume and optionally, of fueltemperature also, and transmits same to OMS 102. OMS 102 then generatesfuel log data, including fuel pressure, density, and/or volume (andoptionally temperature), vehicle and/or driver identification,date/time, and location. In step 508, OMS 102 transmits the fuel logdata to RIMS 16. At step 516, the fuel log data 32 is saved to memory204 of RIMS 16. In step 510, OMS 102 waits a predetermined length oftime, such as thirty seconds, and execution returns to step 506.

It may be appreciated that there may be hundreds of transmissions offuel log data 32 from IMA 100 for each transmission of fuel purchasedata from fueling POS 20. Furthermore, in an alternative embodiment ofthe invention, fuel log data 32 may be accumulated in OMS 102 and nottransmitted to RIMS 16 until a predetermined quantity of data isaccumulated, until there is an increase in fuel volume (e.g., afill-up), or until the accelerometer 138 (or alternatively, the GPS 190or speedometer 134) indicates that the tractor has stopped long enough(e.g., 30 seconds, preferably a configurable time) to add fuel to its atleast one fuel tank. Because fuel levels may vary due to motion,vibrations, sloshing in the tank, and the like, it is preferable to userolling averages of fuel volume calculated from averaging apredetermined number of the most recent volume calculations each time anew measurement is taken. It may be preferable in many instances toreduce the increment of time between measurements (e.g., from 30 secondsto 1 second) when fuel is being added to a tank (as may be determined asdescribed above using an accelerometer, GPS, or speedometer) so thatmore accurate measurements may be made during fill-ups.

Subsequent to saving fuel purchase data 30 and fuel log data 32 at step516, execution proceeds to step 518 wherein a determination is madewhether there is an auditable fuel event. An auditable fuel event occurswhen there is a non-trivial increase or decrease in fuel volume, thatis, an increase or decrease in fuel volume which exceeds a predeterminedthreshold. This can happen in at least the following three scenarios:

1. A decrease in volume reported by fuel log data 32, which decreaseexceeds by at least a predetermined threshold amount a decrease thatwould be expected from the consumption of fuel by an engine, that is,that would be attributable to mileage or miles per gallon (“MPG”); thiswould indicate a fuel loss typically resulting from fuel theft (e.g.,siphoning of fuel) (wherein execution would proceed to steps 524 and526, discussed below) or potential leakage from the fuel tank and/orfuel system which could result in economical and environmental impacts(wherein execution would proceed to step 526, discussed below).

2. An increase in volume reported similarly by both fuel purchase data30 and fuel log data 32, i.e., a normal fill-up (wherein execution wouldproceed to step 526, discussed below).

3. An increase in volume wherein the volume reported by fuel purchasedata 30 exceeds a volume reported by fuel log data 32 by a predeterminedthreshold, in which case an alert is generated. This alert wouldtypically indicate that a fueling station 20 ran up the number ofgallons on the transaction and gave a driver a monetary kickback. Thiscould also occur when a fueling station 20 up-charged a customer on aper/gallon basis (wherein execution would proceed to steps 524 and 526,discussed below).

Accordingly, a non-trivial fuel volume increase may occur when there isa fill-up, rather than motion, vibration, and/or sloshing of fuel in atank. A non-trivial fuel volume decrease may occur when there is a theftby the siphoning of fuel from a tank, rather than for reasonsattributable to miles per gallon (“MPG”) of fuel. If, at step 518, atransmission of fuel log data is received that does not indicate anon-trivial increase or decrease in fuel volume, then no fuel event isdeemed to have occurred, and execution proceeds to, and terminates at,step 520. If, at step 518, a non-trivial increase or decrease in fuelvolume is detected, then an auditable fuel event is deemed to haveoccurred, and execution proceeds to step 522.

At step 522, if a non-trivial increase in fuel volume has been detected,then there should also be corresponding fuel purchase data havingsubstantially similar date and time stamps for a respective tractor 24.RIMS 16 attempts to identify such fuel purchase data. If such fuelpurchase data cannot be located, a report of same is generated. If suchfuel purchase data is identified, then the volume of fuel purchased iscompared with the volume of fuel logged and a difference is determined;execution then proceeds to steps 523 and 526. In step 523, adetermination is made whether the difference determined in step 522exceeds a predetermined threshold, such as a fuel loss greater than tengallons, or a fuel temperature that drops below 32° F. If it isdetermined that such threshold has been exceeded, then executionproceeds to step 524; otherwise, execution from step 523 terminates atstep 520. In step 524, the fuel purchase data, fuel log data, anddifference is preferably transmitted via email to the workstation 12display 13 and/or via text (e.g., Short Message Service (“SMS”)) to auser for instant notification.

In step 526, upon login to workstation 12, a user is notified of thefuel event, preferably by a report on display 13 (discussed in greaterdetail below with respect to FIG. 7), or alternatively by a hard copyprintout. In step 528, the user preferably reviews the report anddetermines whether any action is necessitated, marking the reportaccordingly in step 530, the marking preferably including the date andtime of review, as well as the identification of reviewer. By way ofexample, if the difference between the volume of fuel purchased (perfuel purchase data 30) and the volume of fuel logged (per fuel log data32) indicates that the quantity of fuel purchased was greater than thequantity of fuel logged in the at least one tank 64, then fraud issuggested, and appropriate action may be taken against the driver toresolve the situation. Similarly, if a non-trivial decrease in fueloccurs, suggesting that fuel has been siphoned off by way of theft, thenappropriate action may be taken against the driver to resolve thesituation. In step 532, the report, including any mark-ups, is saved inmemory 204 of RIMS 16. Execution is then terminated at step 520.

FIG. 6 illustrates seven categories or modules 220 of forms, reports,and functions 222 available from RIMS 16 upon execution by processor 202of computer program code stored in memory 204 for managing inventory ofa consumable, such as fuel. The modules 220 are preferably accessiblevia menu buttons such as exemplified proximate to the upper rightportion of the forms and reports described here. As discussed in furtherdetail below, the modules 220 include a dashboard module 224, a usermodule 226, a reporting module 228, a logs module 230, a configuremodule 232, a help module 234, and an instant notification module 236.These menu items are preferably accessible via software “buttons”provided on the forms and reports described herein, and exemplifiedproximate to the upper portion of each form and report described herein.

More specifically, and with reference to FIG. 7, the dashboard report238 is preferably the first screen a user sees when he or she logs ontoRIMS 16, and preferably provides up-to-date, real-time information aboutthe system 10. By way of example and not limitation, the dashboardmodule 224 preferably supports the generation and presentation of adashboard report 238 that includes date/time, recent fuel events (e.g.,fuel tank fill-ups), real time inventory, fuel loss events, graphicaltrend charts, and a number of frequently used, pre-defined reports, asdiscussed in further detail below.

Recent fuel events, also referred to as fuel purchase reconciliationsand discussed above with respect to steps 518 and 522 of FIG. 5, presentboth fuel purchase data 30 with fuel log data 32, related by common dataincluding date, time, and preferably unit, or tractor, ID. Fuel purchasedata 30 preferably also includes invoice number, the number of gallonspurchased, and the retail price per gallon (“PPG”). Fuel log data 32preferably further provides gallons received. Then, as also depicted bystep 522 of FIG. 5, discussed above, gallons purchased is compared withgallons received, and the difference, also referred to as areconciliation, is presented. If a user clicks on a row, or record, ofthe fuel purchase reconciliations, an event details report 239 pops up,as exemplified in FIG. 8. It is considered that the information depictedin FIG. 8 is self-explanatory and, therefore, does not warrants detaileddiscussion. While the dashboard report 238 as exemplified only displaysrecent fuel events, fuel event data for any date range is available fromthe Fuel Purchase Reconciliations Report 242, available under thereporting module 228 and exemplified by FIG. 10.

The dashboard report 238 further preferably includes recent Real TimeFuel Inventory data, which provides current information about the statusof fuel in fuel tanks 64. Such information preferably includes not onlycurrent gallons of fuel available for each tractor 24, but also thetemperature of the fuel in each tank 64 of tractor 24. Fuel temperatureis important to monitor because, as fuel gets cool under cold-weatherconditions, it may begin to approach a gel state, wherein the viscosityof the fuel begins to change which can have a significant detrimentalimpact on the performance of an engine. As such, RIMS 16 notifies a userwhen the temperature of the fuel is approaching a gel-like state so thatthe driver can take proactive steps (e.g., add an additive to the fuelor switch to a different fuel) to prevent or prepare for such asituation. While the dashboard report 238 as exemplified only displaysrecent fuel inventory data, fuel inventory data for any date range isavailable from the Real Time Fuel Inventory Report 244, available underreporting module 228 and exemplified by FIG. 11.

Still further, dashboard report 238 preferably also reports recent fuelloss events, that is, a non-trivial decrease in fuel that is notaccountable by use of fuel by the tractor 24, but is possibly due tofuel theft, such as siphoning of fuel from a fuel tank. If there is sucha fuel theft event, then the user will be notified by the dashboardreport. As discussed above with respect to step 524 of flow chart 500(FIG. 5), a user and respective driver are notified immediately of suchtheft via email and/or SMS text messaging. While the dashboard report238 as exemplified only displays recent fuel loss events, fuel loss datafor any date range is available from the Fuel Loss Events report 246,available under reporting module 228 and exemplified by FIG. 12.

The dashboard report 238 preferably also includes graphical trendcharts, including charts showing the average number of fuel events inrecent months, what proportion of fuel events are considered normal, ofmoderate concern, and of critical concern. Charts are preferably alsoprovided showing fuel expenses for recent months, as well as averageprice per gallon of fuel for recent months.

Access to other pre-defined reports that are frequently used are alsoprovided. By way of example, pre-defined reports may include reports ofcritical, or auditable, events by city, state, driver, and/or truck forthe past month, year, or other selected time period. Pre-defined reportsmay further include reports of the percentage of fuel purchases (byvehicle) resulting in a critical (i.e., auditable) event, or of fuelpurchases made the previous day, for example. An event report may begenerated to show fuel purchase reconciliations for a predetermined timeperiod, such as year-to-date, or a rolling previous period, such as theprevious six or twelve months. This would allow a user to easily accessall such transactions rather than having to wade through the reportingmenu and search for them.

Under user module 226, a user, preferably limited to an administrativeuser, may access a User Access Configuration report 240. As shown mostclearly by FIG. 9, the user access configuration report identifies allusers who have access to RIMS 16, preferably including their respectiveuser name, email address, access group or privilege, and the last timethey logged onto RIMS. Through the User Access Configuration report, auser with administrative rights may control who has access to RIMS 16 byadding users, removing users, and establishing and modifying userprofiles, including their security rights, also referred to asprivileges. By way of example, two security profiles are depicted inFIG. 9, a “system administrative” profile, which has no restrictions,and a “viewer” profile, which is limited to viewing forms and reports,but not entering or editing any data on them.

Under the reporting module 228, three reports 242, 244, and 246 (FIGS.10-12) are available, which report similar data as discussed above withrespect to dashboard 238, but which cover any date range selectable by auser. The substance of these reports has been discussed above, andtherefore will not be discussed in further detail herein.

Under the logs module 230, two reports are available, a raw fuel logdata report (entitled “Daily Fuel Logs”) 248 and a raw fuel purchasedata report (entitled “Fuel Purchase Logs”) 250, exemplified by FIGS. 13and 14, respectively. The raw fuel log data report 248 reports fuel logdata 32 that is received from the OMS 102, and the raw fuel purchasedata report 250 reports fuel purchase data 30 that is received from thebank server 18. Data in reports 248 and 250 is used in other reports,such as the dashboard report 238, the three reports 242, 244, and 246,as well as the process depicted in flow chart 500 discussed above withrespect to FIG. 5.

Configure module 232 preferably includes at least six forms 252-262 thatenable users to configure various aspects of RIMS 16. A Fuel ProbeConfiguration form 252, exemplified by FIGS. 15A and 15B, enables a userto configure and customize the settings of individual fuel probes, orgroups of probes, also referred to herein as fuel sensors, 104. Theseconfigurations are then sent to the unit (e.g., tractor 24) wirelessly(i.e., over-the-air), allowing for real-time updates to be made tosensors 104. As shown on FIGS. 15A and 15B, some of the settingsconstituting the configurations include the following:

-   -   IP Address: for the tractor 24    -   Status Update Time: how often (preferably in hours) a tractor 24        transmits a report to RIMS 16, the report including fuel log        data accumulated subsequent to a last transmission, fuel log        data preferably including pressure and temperature readings, GPS        data, accelerometer data, and date/time stamps    -   Pressure steady count: number of counts (i.e., units of        measurement arbitrarily chosen for convenience in using the        invention) in pressure that are considered to be slight        variations that are not taken into account when assessing        whether or not there has been a fuel event (e.g., a fill-up or        fuel loss)    -   Log time interval: how often (preferably in seconds) fuel log        data 32 is written to memory 174 of the OMS 102 (i.e., sample        rate)    -   X, Y, Z change: the threshold amount of change allowed in the X,        Y, or Z directions of the accelerometer 138 before it is        considered to indicate movement of the tractor 24    -   estartrig: the threshold for number of increase or decrease        counts that will trigger the start of a fuel add or loss event,        respectively    -   estoptrig: the threshold for number of increase, decrease or        steady counts that will trigger the end of a fuel add or loss        event    -   esamples: the number of pressure samples in the event averaging        buffer    -   echangetrig: the pressure change threshold that is considered to        result from a “change in pressure” rather than random movement        of fuel, such as sloshing    -   esteadyclear: the number of times a pressure change less than        “echangetrig” that will clear the up/down change counters    -   esloshcount: the number of seconds to wait after movement of the        tractor 24 has been detected before starting all event counters,        that is, configuration variables that have to do with how the        fuel events (e.g., fill-ups or fuel losses) are detected and        processed    -   geltemp: the temperature at which fuel begins to gel    -   Tank Size: size of the tank (e.g., in gallons)    -   Pressure when full: total pressure reading when tank 64 is full    -   Pressure per inch: reading from the sensor 104 that will be        considered an inch of fuel    -   Pressure adjust: a value always added to pressure readings from        the sensor 104 to account for pressure sensors being slightly        off the bottom of a tank 64

It is considered that the use of the above-identified variables andsettings in the system 10 of the invention would be apparent to a personhaving ordinary skill in the art upon a reading of the description ofthe invention herein, and therefore will not be described in furtherdetail herein.

A Fuel Purchase Report Configuration form 254, exemplified by FIGS. 16Aand 16B, enables a user to configure the fuel purchase reports, whichare used for fuel event reconciliations against raw fuel log data. Theuser may manage how fuel purchase data 30 is imported from bank server18 to RIMS 16 by configuring automated data downloads from bank server18, either in real time or periodically (e.g., nightly), or by manuallydownloading charge card data in spreadsheet format from bank server 18to workstation 12 followed by upload (via form 254) of spreadsheet fromworkstation 12 to RIMS 16.

A Report Configuration form 256, exemplified by FIGS. 17A and 17B,enables a user to configure customized reports, including the contentthereof, using data collected and stored by the system 10. Such reportsmay preferably be generated on an ad hoc basis or may be scheduled to begenerated on a recurring basis.

An Alerts Configuration form 258, exemplified by FIGS. 18A and 18B,enables a user to configure instant notifications, or alerts. A userpreferably has the option to configure at least fuel loss and/ortemperature alerts which can be sent to the user, such as by way ofemail or SMS (e.g., text) message. Alerts may be grouped by units (e.g.,tractors 24) and sent to one or more email or SMS recipients, including,by way of example but not limitation, the workstation 12 and the OMS 102of the subject tractor 64, which OMS could display the alert on thetractor's dashboard and/or instrument panel (e.g., by illuminating thefuel gauge light).

A Product Configuration form 260, exemplified by FIG. 19, enables a userto configure different product types of fuel sensor 104. This formenables a user to set a product code and description for each producttype which is then used to further group and configure individual fuelsensors.

A Firmware Updates form 262, exemplified by FIG. 20, enables firmwareupdates to fuel sensors to be sent globally to fuel sensors 104.

The help module 234 includes About Us function 264 and a Help Menufunction 262 which provide various support to the user. Such functionsare considered to be well known in the art and so will not be discussedfurther herein.

The instant notification module 236 includes Email form 268 and SMS form270 which enable a user to configure how emails and text messages aresent, preferably in real time. By way of example, but not limitation,such an email to display 13 or text to a cell phone may be sent in step524 of the process depicted by flow chart 500 of FIG. 5, or when a fuelloss event has been identified.

It should be appreciated that although a particular architecture isshown and described in FIG. 5, other architectures are within theteachings presented herein. By way of example and not limitation,additional modules may be included. For example, a data inputconfiguration module may be included to provide further capabilities toa user to set-up data inputs, which will allow various reconciliationsto occur. Various fuel data and purchase data functions may beconfigured. Specific software handling characteristics such as filehandling, parsing, and file formatting may be handled by this module.Mapping functionality may be incorporated into the various modulespresented herein such that information is overlaid onto a map.

It can be appreciated that RIMS 16 is able to accumulate substantialdata from the system 10 about travel between various routes betweenpoints, such as cities. Such data may include vehicle performance, suchas average miles/gallon, average speed, and average travel time. Dataabout the various routes may also include current price/gallon of fuelat various fueling locations. With this data, RIMS 16 may propose anoptimized route based on an optimization characteristic or a weightedcombination of characteristics, such as length of route, time to travela route, and the cost and quality of fuel along a respective route, asexemplified below with respect to FIG. 21. Additionally, RIMS data maybe used to provide a database of all fuel and travel data from a fleetof tractors. For example, if a user (e.g., an auditor, manager,attorney) needs to research characteristics of a truck at a given pointin time, the database could be searched for that information (e.g., fuellevel, GPS location, temperature of the fuel, and truck characteristicssuch as MPG, mileage, and the like). Likewise, the RIMS database alsostores all the fuel purchase reconciliation data which may be of use toan auditor who performs quarterly or yearly audits on fuel purchases.

FIG. 21 exemplifies one scenario of a fuel optimization application ofRIMS 16 of system 10. Tractor 24, employing the systems and processespresented herein, is hauling a load 26. As shown, city 384, fuelinglocation 386, city 388, city 390, city 392, fueling location 20, andfueling location 22 are interconnected by highways 394, 396, 398, 400,402, 404, 406, 408, 410, and 412. The transportation carrier frequentlyhas tractors hauling freight on the route between city 384 and city 390.As a result, RIMS 16 has collected data about the various routes betweencity 384 and city 390. For example, one route may be city 384, which isthe origin, on highway 394 to fueling location 386, on highway 396 tocity 388, and on highway 398 to city 390, which is the destination.Another route may be city 384 on highway 404 to fueling location 20 onhighway 402 to city 392, and on highway 400 to city 390, which is thedestination. Yet another route may be to city 384 on highway 406 tofueling location 22, on highway 412 to city 392, and on highway 400 tocity 390. While there are thus a number of routes that could be taken,using data that RIMS 16 has accumulated, an optimized route may beproposed for tractor 24 hauling freight 26 from city 384 to city 390based, for example, on the price/gallon of fuel or, if the quality ofthe fuel is known, the price per BTU (British Thermo Unit). Therefore,as shown, tractor 24 utilizes highway 404, fueling location 20, highway402, and highway 400 to city 390.

FIG. 22 depicts a side view of the tank 64 described above andconfigured for storing fluid 1001, such as fuel, such as diesel fuel orgasoline. Except as described herein, tank 64 is generally aconventional fuel tank, including a fuel supply line 96 extending froman outlet 98 to an engine (not shown) and, for fuel such as diesel fuel,a fuel return line 94 entering an inlet 92. To the extent that tank 64is a conventional tank, it will not be described in further detailherein, except to the extent deemed necessary to describe the invention.

As shown by way of a broken-away portion of a side wall of tank 64, anopening 1016 is formed in the top of tank 64. A cylinder 1002 extendsthrough opening 1016. Cylinder 1002 includes a ring plate 1020configured for extending across opening 1016 and supporting cylinder1002 in tank 64. Plate 1020 is preferably secured to tank 64 in anyconventional manner, such as by fasteners, such as screws and/or bolts,or welding, and preferably with a gasket to act as a seal effective forpreventing leakage of fluid 1001 from within the tank. Cylinder 1002 ispreferably configured with vent holes 1003 for equalizing pressurebetween the interior and exterior of tank 64 as fuel volume changesand/or as altitude and atmospheric pressure changes. A tube 1004 extendsthrough cylinder 1002, and sensor 104 is attached to a lower end of thetube.

As shown in FIG. 23, sensor 104 preferably includes electrical circuitry150 including a processor 152 and a memory 154 effective for storingcomputer program code executable by processor 152. A bus 160 is providedwhich couples together processor 152 and memory 154, as well as aninput/output (“I/O”) 156. Sensor 104 further preferably includes apressure detector 112 and, optionally, a temperature detector 138, bothof which detectors are coupled to processor 152 and memory 154 via I/O156 and bus 160. Processor 152 is effective for receiving signals frompressure detector 112 and, optionally, temperature detector 138, andgenerating signals indicative of pressure and temperature, respectively,onto I/O 160, for transmission via respective electrical signal lines1010 and 1012 to OMS 102, which transmits the signals to RIMS 16 for usein step 506 of the process 500 depicted in FIG. 5. It is noted that theterm “sensor” as used herein may comprise a single detector or multipledetectors.

Sensor 104 preferably also includes a vent line 1014, which runs throughtube 1004 (FIG. 24) and outside tank 64 to a dry box 1018 forcommunicating atmospheric pressure to sensor 104, so that processor 152can account for the effects of atmospheric pressure on the pressure offluid 1001 in the tank 64. Dry box 1018 includes desiccant to aid inabsorbing moisture and keeping air in vent line 1014 dry so thatatmospheric pressure may be accurately communicated. Dry box 1018 may belocated in any suitable place that is convenient and protected fromwater in the environment, such as precipitation (e.g., rain) and waterthat splashes up from a roadway. Dry box 1018 may, for example, belocated in cab 48 and/or integrated with OMS 102 (which may also belocated in cab 48).

Sensors that detect pressure and temperature are considered to bewell-known and commercially available from manufacturers, and so willnot be described in further detail herein, except insofar as necessaryto describe the invention.

As shown most clearly in FIG. 24, in a cross-section of tube 1004 takenalong line 24-24 of FIG. 22, tube 1004 carries the lines 1010 and 1012as well as the vent line 1014. As shown in FIG. 22, the tube 1004extends through cylinder 1002 to the exterior of tank 64. Outside oftank 64, electrical signal lines 1010 and 1012 are preferably carriedwith the data communication link 120 in any suitable manner, such as byway of split loom tubing, to processor 172 of OMS 102. In oneembodiment, depicted by FIG. 22, outside the tank 64, vent line 1014 isseparated from tube 120 carrying electrical signal lines 1010 and 1012,and is directed to dry box 1018. In an alternative embodiment, dry box1018 is integrated with OMS 102 and vent line 1014 is carried by tube120 with signal lines 1010 and 1012 to dry box 1018 in OMS 102.

In a preferred embodiment of the invention, a compensatory pressuredetector 1005 is positioned above sensor 104 by a space 1007 to moreprecisely determine density (or an analogue thereof) to thereby obviateerrors that may result from a change in density due to, for example,varying grades of fuel, or the effects of temperature on fluid 1001.Additional electrical signal lines 1010 (not shown) are preferablyprovided from compensatory pressure detector 1005 to processor 152 forprocessing and then transmission via bus 160 and I/O 156 to OMS 102.Alternatively, additional electrical signal lines 1010 may be providedfor carrying signals from detector 1005 in tube 120 to OMS 102. In thepreferred embodiment, memory 174 in OMS 102 is preferably provided withcomputer program code for comparing the pressure measured by pressuredetector 112 and the pressure measured by compensatory pressure detector1005, and determining a difference, or delta pressure. The deltapressure may be used to determine density (or an analogue to density) offluid 1001, and thereby determine more precisely, with the pressuremeasured from pressure detector 112, the height of fluid in tank 64,from which height the volume fluid in tank 64 may be determined. In oneembodiment of the invention, such calculation may be made using thefollowing variables:

W_comp=compensated liquid weight value per inch of liquid

C_distance=compensation distance setting, designated by referencenumeral 1007 in FIGS. 22 and 26.

T_distance=calculated total liquid height in tank.

P_primary=pressure reading from primary sensor, exemplified by sensor104

P_comp=pressure reading from compensating pressure sensor 1005.

The above variables may then be used in the following equations tocalculate T:

W_comp=(P_primary−P_comp)/C_distance

T_distance=P_primary/W_comp

Exemplifying with specific values, such as P_primary=5 psi, P_comp=3psi, and C_distance=4 inches, then:

W_Comp=5 psi−3 psi/4 inch=0.5 psi per inch

T_distance=5 psi/0.5 psi=10 inches of liquid in the tank.

It is considered that such equations to effectuate such calculations anddeterminations would be apparent to a person having ordinary skill inthe art upon a reading of the present description herein, and so willnot be described in further detail herein. The density is preferablycalculated only when tank 64 is filled up, and then stored in memory 154until a subsequent fill-up, thereby avoiding errors in calculations whenthe level of fluid falls below the level of the compensatory pressuredetector 1005.

It may be appreciated that fluid 1001 in a moving tractor 24 will slosharound, vibrate, and move from one end of tank 64 to the other as theangle of the tractor changes, such as when traveling up or down anincline, such as a hill. As fluid 1001 moves, the pressure sensed bypressure detector 112 may change, potentially resulting in erroneousmeasurements. To obtain a more accurate measurement, the pressure ispreferably measured frequently (e.g., every 30 seconds) and a rollingaverage is generated, representing a more accurate measurement of fluidpressure and, hence, fluid volume, as discussed above with respect tosteps 506-510 of the flow chart 500 of FIG. 5.

To obtain further enhanced accuracy of fluid pressure and volume,particularly when fluid shifts from one end of tank 64 to the other, inan alternative embodiment of the invention, multiple pressure sensorsare used proximate to the bottom of tank 64, and measurements from themultiple pressure sensors are averaged. Accordingly, FIG. 25 exemplifiesan alternative embodiment of the invention in which two pressure sensorsproximate to the bottom of the tank 64 are utilized, preferably inaddition to the compensatory pressure detector 1005, described above. Inaddition to pressure sensor 104, an additional sensor 1006 is utilizedto measure fluid pressure, and hence, volume, more accurately. Sensor1006 includes a pressure detector 1007 preferably substantially similarto pressure detector 112, and includes circuitry similar to circuitry150 of FIG. 23. It is not necessary that sensor 1006 be provided with atemperature detector as the sensor 104 was optionally provided with thea temperature detector 138. Pressure detector 1007 is preferably coupledto a processor via lines running through I/O and a bus, and then onto anadditional set of electrical signal lines 1010 to OMS 102. In analternative embodiment, all electrical signals indicative of pressureand/or temperature are combined by a single processor and transmittedvia a single pair of lines to OMS 102 using conventional serialcommunication technology, as is well known in the art.

Further to the embodiment of FIG. 25, tube 1004 is replaced by an uppertube 1024, a splitter 1026, and two tubes 1004 a and 1004 b, withreinforcing tubing 1030, terminating in sensors 104 and 1006,respectively. Tubes 1004 a and 1004 b are preferably of dissimilarlengths so that sensors 104 and 1006, when together as shown in FIG. 25,maintain a smaller lateral (or horizontal) profile so that they may bepassed more readily through opening 1016. A spring 1052 is preferablypositioned on the two tubes 1004 a and 1004 b for spreading the twotubes apart, preferably by an angle of about 180°, as more clearlydepicted in FIG. 26. In operation, when pressure measurements aredesired, fluid pressure is measured from both pressure detectors 112 and1007 and preferably averaged, and the average value is used, forexample, in step 508 of FIG. 5, as well as in determining the density ofthe fluid 1001 in conjunction with the compensatory pressure detector,as discussed above. Operation of the embodiment of FIGS. 25-26 isotherwise similar to operation of the embodiment of FIGS. 22-24.

It may be appreciated that when tubes 1004 a and 1004 b, as well assensors 104 and 1006, are spread apart, it would be desirable that theymaintain a relatively constant position and orientation with respect toeach other, to facilitate consistently accurate and reliable fluidpressure measurements. To that end, FIGS. 27 and 28 exemplify asub-assembly of linkages 1042 and 1044 which are preferably adapted tothe embodiment of FIGS. 25 and 26, pivoting on the splitter 1026 andeach of reinforcing tubes 1030. FIG. 27 demonstrates how tubes 1004 aand 1004 b are substantially parallel, in solid outline, and move to aspread position in which tubes 1004 a and 1004 b are substantiallycollinear, in dashed outline. The latter position is shown in solidoutline in FIG. 28.

It may be further appreciated that by knowing the depth (or height) offluid 1001 in a tank 64, and the size and shape of a tank, the volumemay be calculated in any of a number of different ways by OMS 102processor 172, RIMS 16 processor 202, or any other suitable processor.By way of example but not limitation, the sensor 104 pressure outputallows fluid volume to be calculated mathematically using well-knownequations, given the size and shape of a tank for a given fluid depth.In another example, fluid volume may be calculated mathematically for anumber of different fluid heights and a chart generated correlatingheight to volume; then a specific volume may be determined from thechart for any specific depth. In another example, volume may bedetermined by manually pouring fluid into a tank, one unit (e.g.,gallon) at a time, and measuring the pressure or depth with each unitadded and generate a chart from that. In another example, if tanks canbe categorized into a few fundamental shapes, the only variable beingsize, a chart may be generated for each category of shape, and scaledfor the size of any particular tank of that shape. Volume may also bescaled or adjusted for the density and/or temperature (which affectsdensity) of the fluid. It is considered that further detailsexemplifying such methods, as well as alternative methods, fordetermining volume of a fluid from variables, such as pressure or depthof the fluid in a tank and density of the fluid, would be apparent to aperson having ordinary skill in the art, upon a reading of thedescription of the invention herein; therefore, it is deemed notnecessary to discuss same in further detail herein.

While this invention has been described with reference to illustrativeembodiments, this description is not intended to be construed in alimiting sense. Various modifications and combinations of theillustrative embodiments as well as other embodiments of the invention,will be apparent to persons skilled in the art upon reference to thedescription. It is, therefore, intended that the appended claimsencompass any such modifications or embodiments.

What is claimed is:
 1. A system for confirming a fuel event, the systemcomprising: a vehicle; at least one fuel tank mounted on the vehicle,the at least one fuel tank being configured for storing fuel; at leastone sensor mounted within the at least one fuel tank and configured forperiodically measuring the quantity of fuel in the at least one fueltank, and, when the periodically measured quantity of fuel indicatesthat there is a change in fuel volume which exceeds a predeterminedthreshold indicating a fuel event, for generating fuel log data signalscomprising fuel log data, the fuel log data including the quantity ofchange in fuel volume, date, and time of change in fuel volume; atransceiver mounted to the vehicle and coupled to the at least onesensor for receiving the fuel log data signals and for transmitting insubstantially real time the fuel log data signals to a datacommunication network; and a server coupled to the data communicationnetwork, the server being configured for receiving from the datacommunication network the fuel log data signals, and for receiving fromthe data communication network fuel purchase data signals containingfuel purchase data generated by a fueling station, stored on a computercoupled to the data communication network, and indicative of a quantityof fuel dispensed at an indicated date and time, the server beingfurther configured for determining, based on a comparison of the fuelpurchase data with the fuel log data, whether or not the fuel purchasedata confirms the fuel event indicated by the fuel log data, and forgenerating an alert if it is determined that the fuel purchase data doesnot confirm the fuel event indicated by the fuel log data.
 2. The systemof claim 1, wherein the at least one sensor comprises circuitryconfigured for receiving the fuel log data signals and generating a fuelevent start signal and recording a first quantity of fuel when adetected rate of change in the periodically measured fuel quantityexceeds a first given value, and generating a fuel event stop signal andrecording a second quantity of fuel when a detected rate of change inthe periodically measured fuel quantity is less than a second givenvalue, and determining the change in quantity of fuel equal to thedifference between the first quantity of fuel and the second quantity offuel.
 3. The system of claim 1, wherein the at least one sensorcomprises circuitry configured for receiving the fuel log data signalsand generating a fuel event start signal and recording a first quantityof fuel when a detected rate of change in the periodically measured fuelquantity exceeds a first given value, and generating a fuel event stopsignal and recording a second quantity of fuel when a detected rate ofchange in the periodically measured fuel quantity is less than a secondgiven value, and determining the change in quantity of fuel equal to thedifference between the first quantity of fuel and the second quantity offuel, and wherein the first given value is equal to the second givenvalue.
 4. The system of claim 1, wherein the transceiver is configuredto transmit fuel log data signals in substantially real time, and theserver is configured to generate the alert in substantially real time.5. The system of claim 1, wherein the at least one sensor is at leastone pressure sensor.
 6. The system of claim 1, further comprising aglobal positioning system (“GPS”) mounted to the vehicle for determiningthe location of the vehicle, wherein the fuel log data signals furthercomprise data indicative of the location of the vehicle as generated bythe GPS, and the fuel purchase data signals further comprise dataindicative of the location of the fueling station.
 7. The system ofclaim 1, wherein the fuel log data further includes at least one of fueltemperature, fuel quality, mileage, accelerometer data, location, andvehicle identification.
 8. The system of claim 1, further comprising atemperature sensor positioned on the vehicle to measure the temperatureof fuel in the at least one fuel tank, and wherein the fuel log datafurther comprises the temperature of fuel measured by the temperaturesensor.
 9. The system of claim 1, further comprising: a temperaturesensor positioned on the vehicle to measure the temperature of fuel inthe at least one fuel tank, and wherein the fuel log data signalsfurther comprise the temperature of fuel measured by the sensor;circuitry coupled to the terminal receiver for determining in real timewhether or not the temperature of fuel measured by the sensor is below apredetermined temperature which would constitute a frost/freeze event ofthe fuel; and if a determination is made by the circuitry that thetemperature of fuel measured by the sensor is below a predeterminedtemperature which would constitute a frost/freeze event of the fuel,then generating an alert in real time.
 10. The system of claim 1,wherein the computer is utilized by a financial institution.
 11. Thesystem of claim 1, wherein the at least one sensor includes firmwarewhich may be updated with updates sent globally.
 12. A method forconfirming a fuel event, the method comprising steps of: measuringperiodically the quantity of fuel stored in at least one fuel tankmounted on a vehicle; generating fuel log data signals comprising fuellog data when it is determined that the periodically measured quantityof fuel indicates that there is a change in fuel volume which exceeds apredetermined threshold indicating a fuel event, wherein the fuel logdata includes the quantity of change in fuel volume, date, and time ofchange in fuel volume; transmitting from the vehicle in substantiallyreal time the fuel log data signals to a data communication network;receiving by a server from the data communication network the fuel logdata signals and parsing out the fuel log data; receiving by the serverfrom the data communication network fuel purchase data signalscontaining fuel purchase data generated by a fueling station, stored ona computer coupled to the data communication network, and indicative ofa quantity of fuel dispensed into the at least one fuel tank at anindicated date and time; determining, based on a comparison of the fuelpurchase data with the fuel log data, whether or not the fuel purchasedata confirms the fuel event indicated by the fuel log data; andgenerating an alert if it is determined that the fuel purchase data doesnot confirm the fuel event indicated by the fuel log data.
 13. Themethod of claim 12, further comprising steps of: receiving by the atleast one sensor the fuel log data signals; generating by the at leastone sensor a fuel event start signal and recording a first quantity offuel when a detected rate of change in the periodically measured fuelquantity exceeds a first given value; generating by the at least onesensor a fuel event stop signal and recording a second quantity of fuelwhen a detected rate of change in the periodically measured fuelquantity is less than a second given value; and determining the changein quantity of fuel equal to the difference between the first quantityof fuel and the second quantity of fuel.
 14. The method of claim 12,further comprising steps of: receiving by the at least one sensor thefuel log data signals; generating by the at least one sensor a fuelevent start signal and recording a first quantity of fuel when adetected rate of change in the periodically measured fuel quantityexceeds a first given value; generating by the at least one sensor afuel event stop signal and recording a second quantity of fuel when adetected rate of change in the periodically measured fuel quantity isless than a second given value; determining the change in quantity offuel equal to the difference between the first quantity of fuel and thesecond quantity of fuel; and wherein the first given value is equal tothe second given value.
 15. The method of claim 12, wherein thetransceiver is configured to transmit fuel log data signals insubstantially real time, and the server is configured to generate thealert in substantially real time.
 16. The method of claim 12, whereinthe at least one sensor is at least one pressure sensor.
 17. The methodof claim 12, further comprising a step of determining the location ofthe vehicle, and wherein the fuel log data signals further comprise dataindicative of the location of the vehicle, and the fuel purchase datasignals further comprise data indicative of the location of the fuelingstation.
 18. The method of claim 12, wherein the fuel log data furtherincludes at least one of fuel temperature, fuel quality, mileage,accelerometer data, location, and vehicle identification.
 19. The methodof claim 12, further comprising a step of measuring the temperature offuel in the at least one fuel tank, and wherein the fuel log datafurther comprises the measured temperature of fuel.
 20. The method ofclaim 12, further comprising: measuring the temperature of fuel in theat least one fuel tank, and wherein the fuel log data signals furthercomprise the measured temperature of fuel; determining by the server inreal time whether or not the measured temperature of fuel is below apredetermined temperature which would constitute a frost/freeze event ofthe fuel; and generating an alert in substantially real time if adetermination is made by the circuitry that the measured temperature offuel is below a predetermined temperature which would constitute afrost/freeze event of the fuel.
 21. The method of claim 12, furthercomprising the step of utilizing the computer by a financialinstitution.
 22. The method of claim 12, further comprising the step ofsending updates globally to update firmware on the vehicle.
 23. A systemfor confirming a fuel event, the system comprising: a vehicle; at leastone fuel tank mounted on the vehicle, the at least one fuel tank beingconfigured for storing fuel; at least one sensor mounted within the atleast one fuel tank and configured for periodically measuring thequantity of fuel in the at least one fuel tank, and, when theperiodically measured quantity of fuel indicates that there is a changein fuel volume which exceeds a predetermined threshold indicating a fuelevent, for generating fuel log data signals comprising fuel log data,the fuel log data including the quantity of change in fuel volume, date,and time of change in fuel volume; a data communication network; atransceiver coupled to the data communication network and mounted to thevehicle and coupled to the at least one sensor for receiving the fuellog data signals, the transceiver being configured for transmitting insubstantially real time the fuel log data signals to the datacommunication network; a fueling station configured for generating fuelpurchase data signals indicative of a quantity of fuel dispensed intothe at least one fuel tank at an indicated date and time; a computerconnected to the data communication network, the computer beingconfigured for receiving and storing the fuel purchase data signals; aserver coupled to the data communication network, the server beingconfigured for receiving from the data communication network the fuellog data signals and the fuel purchase data signals, the server beingfurther configured for determining, based on a comparison of the fuelpurchase data with the fuel log data whether or not the fuel purchasedata confirms the fuel event indicated by the fuel log data, and forgenerating an alert if it is determined that the fuel purchase data doesnot confirm the fuel event indicated by the fuel log data.
 24. A systemfor confirming a fuel event, the system comprising: a vehicle; at leastone fuel tank mounted on the vehicle, the at least one fuel tank beingconfigured for storing fuel; at least one sensor mounted within the atleast one fuel tank and configured for periodically measuring thequantity of fuel in the at least one fuel tank, and for generating fuellog data signals comprising fuel log data, the fuel log data includingindicia of fuel quantity and the date and time of measuring the fuelvolume; a transceiver mounted to the vehicle and coupled to the at leastone sensor for receiving the fuel log data signals and for transmittingin substantially real time the fuel log data signals to a datacommunication network; and a server coupled to the data communicationnetwork, the server being configured for receiving from the datacommunication network the fuel log data signals, and for receiving fromthe data communication network fuel purchase data signals containingfuel purchase data generated by a fueling station, stored on a computercoupled to the data communication network, and indicative of a quantityof fuel dispensed at an indicated date and time, the server beingfurther configured for determining, based on a comparison of the fuelpurchase data with the fuel log data, whether or not the fuel purchasedata confirms the fuel event indicated by the fuel log data, and forgenerating an alert if it is determined that the fuel purchase data doesnot confirm the fuel event indicated by the fuel log data.